JP5501269B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle including a fastening element between a motor and a drive wheel.

  The technique of patent document 1 is disclosed as a hybrid vehicle. In this publication, a motor generator is provided between the engine and the automatic transmission, the first clutch that connects and disconnects the driving force between the engine and the motor generator, and the driving force between the motor generator and the automatic transmission. The structure provided with the 2nd clutch which connects / disconnects is disclosed. In the EV travel mode in which the first clutch is released and the second clutch is engaged to travel only by the motor generator, the traveling motor torque is output within a range in which the engine starting torque can be secured when the engine starting request is received. doing. That is, the control is performed so that the surplus motor torque obtained by subtracting the traveling motor torque from the maximum motor torque that can be output from the motor generator is maintained to be equal to or higher than the engine cranking torque.

JP 2008-105494 A

  However, since control is performed so that the surplus motor torque is maintained above the cranking torque, the travelable region that can be achieved in the EV travel mode is limited, and it has been difficult to sufficiently improve fuel consumption.

  The present invention has been made paying attention to the above problem, and an object of the present invention is to provide a control device for a hybrid vehicle that can expand an area in which the vehicle can travel only by a driving force of a motor.

To achieve the above object, a control apparatus for a hybrid vehicle of the present invention includes an engine, an automatic transmission to achieve a gear ratio of Nozomu Tokoro, a motor which is interposed between the engine and the automatic transmission A first clutch that is provided between the engine and the motor, and that connects and disconnects transmission of a driving force between the engine and the motor, and is provided between the motor and the driving wheel. A second clutch for connecting / disconnecting transmission of driving force to / from the drive wheels; a motor driving mode for releasing the first clutch and running by the driving force of the motor; and fastening the first clutch; A hybrid vehicle control device comprising: an engine travel mode that travels by the driving force of the motor; and a transition to the engine travel mode during travel in the motor travel mode. When performing, an engine start control means for engaging the first clutch and performing engine cranking by the driving torque of the motor, and upshifting the gear ratio of the automatic transmission during engine cranking by the engine start control means An inertia starting means for requesting, a required driving torque estimating means for estimating a required driving torque requested by the driver, an assist torque calculating means for calculating an assist torque obtained by the inertia starting means based on a running state, and the request Motor driving mode determining means for selecting a motor driving mode when the driving torque is equal to or less than a value obtained by adding the assist torque to a torque obtained by subtracting a torque required for engine cranking from a maximum motor torque of the motor. It is characterized by that.

  That is, the number of rotations of the motor can be reduced by upshifting the automatic transmission, and an inertia torque can be generated in this reduction process. By adding this inertia torque to the engine cranking torque that should be generated by the motor, it is possible to reduce the surplus motor torque (cranking torque) that should be ensured during running in the motor running mode. Fuel consumption can be improved by expanding the travel mode area.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram showing a rear-wheel drive hybrid vehicle to which a start-time engine start control device of Embodiment 1 is applied. FIG. 3 is a control block diagram illustrating an arithmetic processing program in the integrated controller according to the first embodiment. It is a figure which shows an example of the target driving force map used for target driving force calculation in the target driving force calculating part of FIG. It is a figure which shows the EV-HEV selection map used for selection of the target mode in the mode selection part of FIG. It is a figure which shows an example of the target charging / discharging amount map used for the calculation of target charging / discharging electric power in the target charging / discharging calculating part of FIG. FIG. 6 is a characteristic diagram showing the relationship between the rotation speed of the motor generator of Example 1 and the maximum motor torque. 3 is a flowchart illustrating a travel mode selection control process according to the first embodiment. FIG. 6 is a characteristic diagram illustrating a relationship between a transmission speed and a friction torque according to the first embodiment. 3 is a flowchart illustrating an engine start process according to the first embodiment. 3 is a time chart showing a state of engine start accompanying inertia start of Example 1;

  First, the drive system configuration of the hybrid vehicle will be described. FIG. 1 is an overall system diagram illustrating a hybrid vehicle by front wheel drive according to a first embodiment. As shown in FIG. 1, the drive system of the hybrid vehicle in the first embodiment includes an engine E, a flywheel FW, a first clutch CL1, a motor generator MG, a second clutch CL2, an automatic transmission AT, It has a differential DF, a left drive shaft DSL, a right drive shaft DSR, a left front wheel FL (drive wheel), and a right front wheel FR (drive wheel).

  The engine E is a gasoline engine or a diesel engine, and the valve opening degree of the throttle valve and the like are controlled based on a control command from an engine controller 1 described later. The first clutch CL1 is a clutch interposed between the engine E and the motor generator MG, and the control created by the first clutch hydraulic unit 6 based on a control command from the first clutch controller 5 described later. By controlling the piston stroke amount by hydraulic pressure, the fastening and releasing including slip fastening and slip opening are controlled.

  The motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and the three-phase AC generated by the inverter 3 is generated based on a control command from a motor controller 2 described later. It is controlled by applying. The motor generator MG can operate as an electric motor that is driven to rotate by receiving power supplied from the battery 4 (hereinafter, this state is referred to as “power running”), or when the rotor is rotated by an external force. Can function as a generator that generates electromotive force at both ends of the stator coil to charge the battery 4 (hereinafter, this operation state is referred to as “regeneration”). The rotor of the motor generator MG is connected to the input shaft of the automatic transmission AT via a damper (not shown).

  The second clutch CL2 is a clutch interposed between the motor generator MG and the left and right front wheels FL, FR, and is created by the second clutch hydraulic unit 8 based on a control command from the AT controller 7 described later. The control oil pressure controls the fastening / release including slip fastening and slip opening.

  The automatic transmission AT is a belt-type continuously variable transmission that automatically switches the continuously variable transmission ratio according to the vehicle speed, accelerator opening, etc., and the second clutch CL2 is not a newly added special clutch. A frictional engagement element provided as a starting clutch of the automatic transmission AT is used. Further, between the second clutch CL2 and the motor generator MG, a first oil pump P1 that is operated by the rotational driving force of the motor generator MG and a discharge pressure of the first oil pump P1 based on a control command from the AT controller 7 are provided. Is insufficient, for example, an electric second oil pump P2 capable of supplying hydraulic pressure even when the vehicle is stopped is provided. The output shaft of the automatic transmission AT is connected to the left and right front wheels FL and FR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR. The first clutch CL1 is a dry clutch capable of controlling the fastening force with a hydraulic piston, and the second clutch CL2 is a wet multi-plate clutch capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid.

  This hybrid drive system has three travel modes according to the engaged / released state of the first clutch CL1. The first travel mode is an electric vehicle travel mode (hereinafter abbreviated as “EV travel mode”) as a motor use travel mode that travels using only the power of the motor generator MG as a power source with the first clutch CL1 opened. It is. The second travel mode is an engine use travel mode (hereinafter abbreviated as “HEV travel mode”) in which the first clutch CL1 is engaged and the engine E is included in the power source. The third travel mode is an engine-use slip travel mode (hereinafter referred to as “WSC (Wet Start Clutch) travel mode) in which the second clutch CL2 is slip-controlled while the first clutch CL1 is engaged and the engine E is included in the power source. For short).

  The “HEV travel mode” has three travel modes of “engine travel mode”, “motor assist travel mode”, and “travel power generation mode”.

  In the “engine running mode”, the drive wheels are moved using only the engine E as a power source. In the “motor assist travel mode”, the drive wheels are moved by using the engine E and the motor generator MG as power sources. The “running power generation mode” causes the motor generator MG to function as a generator at the same time as the drive wheels RR and RL are moved using the engine E as a power source. During constant speed operation or acceleration operation, motor generator MG is operated as a generator using the power of engine E. Further, during deceleration operation, the braking energy is regenerated and generated by the motor generator MG and used for charging the battery 4. Further, as a further mode, there is a power generation mode in which the motor generator MG is operated as a generator using the power of the engine E when the vehicle is stopped.

  Next, the control system of the hybrid vehicle will be described. As shown in FIG. 1, the hybrid vehicle control system according to the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, and a first clutch hydraulic unit 6. The AT controller 7, the second clutch hydraulic unit 8, the brake controller 9, and the integrated controller 10 are configured. The engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, and the integrated controller 10 are connected via a CAN communication line 11 that can exchange information with each other. ing.

  The engine controller 1 inputs the engine speed information from the engine speed sensor 12, and in response to a target engine torque command or the like from the integrated controller 10, a command for controlling the engine operating point (Ne, Te), for example, Output to the outside throttle valve actuator. Information on the engine speed Ne is supplied to the integrated controller 10 via the CAN communication line 11.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotation position of the motor generator MG, and the motor operating point (Nm, Tm) of the motor generator MG in accordance with a target motor generator torque command or the like from the integrated controller 10. Is output to the inverter 3. The motor controller 2 monitors the battery SOC indicating the state of charge of the battery 4. The battery SOC information is used for control information of the motor generator MG and is supplied to the integrated controller 10 via the CAN communication line 11. To do.

  The first clutch controller 5 inputs sensor information from the first clutch hydraulic pressure sensor 14 and the first clutch stroke sensor 15, and according to the first clutch control command from the integrated controller 10, the first clutch CL1 is engaged / released. A command to control is output to the first clutch hydraulic unit 6. Information on the first clutch stroke C1S is supplied to the integrated controller 10 via the CAN communication line 11.

  The AT controller 7 inputs sensor information from the accelerator switch 7a that outputs a signal corresponding to the position of the accelerator opening sensor 16, the vehicle speed sensor 17, the second clutch hydraulic pressure sensor 18, and the shift lever operated by the driver. In response to the second clutch control command from the controller 10, a command for controlling the engagement / disengagement of the second clutch CL2 is output to the second clutch hydraulic unit 8 in the AT hydraulic control valve. Further, by detecting the operating state of the first oil pump P1, that is, the rotational driving state of the motor generator MG, and controlling the operating state of the second oil pump P2 as necessary, an appropriate hydraulic pressure can be supplied. Information on the accelerator pedal opening APO, the vehicle speed VSP, and the inhibitor switch 7 a is supplied to the integrated controller 10 via the CAN communication line 11.

  The brake controller 9 inputs sensor information from a wheel speed sensor 19 and a brake stroke sensor 20 that detect the wheel speeds of the four wheels. For example, when the brake is depressed, braking is performed with respect to the required braking force obtained from the brake stroke BS. When the braking force alone is insufficient, based on the regenerative cooperative control command from the integrated controller 10 so that the insufficient amount is supplemented by mechanical braking force (hydraulic braking force or motor braking force: hereinafter referred to as brake friction braking force). Regenerative cooperative brake control.

  In the first embodiment, a hydraulic unit is used as a brake actuator that generates a brake friction braking force. Specifically, an accumulator capable of enclosing high pressure, an electric pump capable of supplying high pressure to the accumulator, a pressure increasing valve for controlling the communication state between the wheel cylinder of each wheel and the accumulator, the wheel cylinder and reservoir of each wheel, The brake fluid pressure is controlled by controlling the pressure increasing / reducing valve in accordance with the distribution of the braking force to the wheel cylinder of each wheel. The wheel cylinder may be directly increased by an electric pump, or an electric brake that generates a braking force by controlling the position (pressing force) of the brake pad by an electric motor may be employed.

  The integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency. The integrated controller 10 detects the motor rotational speed Nm, and the second clutch output rotational speed N2out. A second clutch output speed sensor 22 for detecting the second clutch torque, a second clutch torque sensor 23 for detecting the second clutch torque TCL2, a brake hydraulic pressure sensor 24, and a temperature sensor 10a for detecting the temperature of the second clutch CL2. And information obtained via the CAN communication line 11 are input.

  The integrated controller 10 also controls the operation of the engine E according to the control command to the engine controller 1, the operation control of the motor generator MG based on the control command to the motor controller 2, and the first control command to the first clutch controller 5. Engagement / release control of the clutch CL1 and engagement / release control of the second clutch CL2 by a control command to the AT controller 7 are performed.

  Below, the control calculated by the integrated controller 10 of Example 1 is demonstrated using the block diagram shown in FIG. For example, this calculation is performed by the integrated controller 10 every control cycle of 10 msec. The integrated controller 10 includes a required drive torque calculation unit 100 (required drive torque estimation means), a mode selection unit 200, a target charge / discharge calculation unit 300, an operating point command unit 400, and a shift control unit 500.

  The required drive torque calculation unit 100 calculates the required drive torque tFoO from the accelerator pedal opening APO and the vehicle speed VSP using the required drive torque map shown in FIG.

  The mode selection unit 200 calculates a target mode from the accelerator pedal opening APO and the vehicle speed VSP using the EV-HEV selection map shown in FIG. However, if the battery SOC is equal to or less than the predetermined value, the “HEV travel mode” is forcibly set as the target mode. In the EV-HEV selection map, the WSC mode is set in order to output a large driving force when the accelerator pedal opening APO is large in the low vehicle speed range.

  The HEV → WSC switching line or the EV → WSC switching line is set in a region lower than the vehicle speed VSP1 at which the rotational speed is smaller than the idle rotational speed of the engine E when the automatic transmission AT is at the lowest side. A hatched area in FIG. 4 is an area where the HEV traveling mode is switched to the WSC traveling mode, and a shaded area in FIG. 4 is an area where the WSC traveling mode is switched to the EV traveling mode.

  In addition, the HEV → EV switching line for switching from the HEV traveling mode to the EV traveling mode is lower than the vehicle speed VSP1 that is smaller than the idle rotational speed of the engine E when the automatic transmission AT is at the lowest level. Only when it is set to allow mode switching. In other words, the EV drive mode is controlled to maintain the EV drive mode as much as possible, and once switched to the HEV drive mode, the HEV drive mode is controlled to be maintained as much as possible.

  The target charge / discharge calculation unit 300 calculates the target charge / discharge power tP from the battery SOC using the target charge / discharge amount map shown in FIG.

  The operating point command unit 400 uses the accelerator pedal opening APO, the required driving torque tFoO, the target mode, the vehicle speed VSP, and the target charge / discharge power tP as a target for reaching the operating point, as a transient target engine torque. The target motor generator torque, the target second clutch engagement capacity, the target gear ratio, and the first clutch solenoid current command are calculated. The operating point command unit 400 includes an engine start control unit that engages the first clutch CL1 when the EV travel mode is changed to the HEV travel mode, and starts the engine E by cranking the engine by the motor generator MG. 401 (engine start control means) and an inertia start section 402 (inertia start means) for upshifting the gear ratio of the automatic transmission AT during engine cranking by the engine start control section 401. Details will be described later.

  The shift control unit 500 drives and controls the solenoid valve in the automatic transmission AT so as to achieve the target second clutch engagement capacity and the target gear ratio in accordance with the shift schedule of the shift map. Here, the automatic transmission AT according to the first embodiment employs a belt-type continuously variable transmission, and is composed of a primary pulley, a secondary pulley, and a belt stretched over both pulleys. The gear ratio is continuously controlled by controlling the pressure and the pressing force of the secondary pulley by hydraulic control. Further, since a pressing force higher than the pulley pressing force at a constant gear ratio is required at the time of shifting, the line pressure that is the pump discharge pressure is increased, thereby ensuring the shifting speed.

(About engine start control)
In the hybrid vehicle of the first embodiment, when the engine start request is made during traveling in the EV traveling mode, first, the second clutch CL2 is set to the transmission torque capacity corresponding to the requested driving torque, and the second The clutch CL2 is set in the slip control state. Then, the motor generator MG is switched from torque control to rotational speed control, and the target rotational speed is set to a value obtained by adding a predetermined slip amount to the output rotational speed of the second clutch CL2. Thus, when the engine generator cranks the engine by cranking the first clutch CL1, the cranking torque is automatically added to maintain the rotational speed, and the rotational speed is maintained.

  Here, as described above, in the EV traveling mode, in order to respond to the engine start request, it is necessary to always ensure the cranking torque. FIG. 6 is a characteristic diagram showing the relationship between the rotational speed of the motor generator of Example 1 and the maximum motor torque. Motor generator MG determines the maximum motor torque that can be output based on the number of rotations. A value obtained by subtracting the cranking torque from the maximum motor torque is a drive torque that can actually be used for traveling in the EV traveling mode, and is set as an EV traveling mode region.

  As described above, if the cranking torque is secured, there is a problem that the EV driving mode region is greatly restricted, resulting in deterioration of fuel consumption. Therefore, in the first embodiment, the automatic transmission AT is upshifted, and the rotational speed of the motor generator MG is reduced at a stretch to generate an inertia torque of the motor generator MG, which is used to assist the cranking torque. Inertia start processing for generating assist torque, which is torque, is performed.

  FIG. 7 is a flowchart showing a travel mode selection control process according to the first embodiment. The target mode is basically calculated by the mode selection unit 200 using the EV-HEV selection map shown in FIG. At this time, when the HEV travel mode is selected, a process for re-determining whether or not the current operation point (a point determined by the motor generator speed corresponding to the vehicle speed and the required drive torque) can continue the EV travel mode. is there.

In step S1, it is determined whether or not the required drive torque is larger than the value obtained by subtracting the cranking torque from the maximum motor torque. If so, the process proceeds to step S6 to select the EV travel mode, and otherwise, the step is performed. Proceed to S2.
In step S2, an inertia torque of motor generator MG is calculated.
Inert torque = {(2π × inertia of motor generator MG) / (60 × gear ratio)} × shift speed × motor generator speed (rpm)
Here, 2π and 60 are coefficients for aligning the unit systems, and the shift speed is an upper limit shift speed set when upshifting in the automatic transmission AT. This upper limit shift speed is the shift speed at which the shift shock is outside the allowable range, and the shift speed at which the gear ratio becomes the highest Hi after the upshift time (which is a fixed value and corresponds to the target engine start time) in the inertia start process. The slower of the two is set as the upper limit. Note that the shifting speed during the upshift by the inertia starting process is constant. This is because the inertia torque can be stabilized and torque fluctuation can be suppressed.

In step S3, the friction torque of the first oil pump P1 is calculated. FIG. 8 is a characteristic diagram showing the relationship between the speed change speed and the friction torque in the first embodiment. In the case of a belt-type continuously variable transmission, since it is necessary to increase the pulley pressing force in order to increase the shift speed, the required pump discharge pressure also increases. Therefore, the friction torque of first oil pump P1 also increases, and the torque that motor generator MG must generate, that is, the torque that overcomes the friction torque also increases. Therefore, the pump friction torque is calculated from the characteristic diagram of FIG. 8 based on the shift speed set in step S2.
In step S4, the assist torque is calculated from the following equation (corresponding to assist torque calculating means).
Assist torque = inertia shuttle torque-friction torque

  In step S5, it is determined whether the required drive torque is larger than a value obtained by adding the assist torque to the value obtained by subtracting the cranking torque from the maximum motor torque. If so, it is determined that it is difficult to continue the EV travel mode. In step S7, the HEV traveling mode is selected. On the other hand, in other cases, it is determined that the EV driving mode can be continued even if it is outside the EV driving mode region, and the process proceeds to step S6 (corresponding to the motor driving mode determining means).

  That is, conventionally, since the driving point has moved from the EV driving mode region to the HEV driving mode region, the mode is shifted to the HEV driving mode. However, as shown by point A in FIG. 6, when the vehicle is located outside the EV travel mode region and at an operation point where cranking torque can be obtained by inertia start, for example, the HEV travel mode region in FIG. Even in this case, the EV driving mode area can be expanded as a result by continuing the EV driving mode. Thereby, the fuel consumption can be improved.

(Engine start-up process when HEV driving mode is selected)
FIG. 9 is a flowchart showing the engine start process of the first embodiment. Whether the normal engine start is performed based on the motor torque of the current motor generator MG or the inertia start with an upshift of the automatic transmission AT is performed when the switching process from the EV travel mode to the HEV travel mode is performed Is to switch.
In step S71, whether or not the current motor torque is less than the value obtained by subtracting the cranking torque from the maximum motor torque, and greater than the value obtained by subtracting the cranking torque from the maximum motor torque. If it is determined that this condition is satisfied, the process proceeds to step S73. Otherwise, the process proceeds to step S72.
In step S72, the engine start control unit 401 executes normal engine start processing.

  In step S <b> 73, the inertia start unit 402 performs inertia start together with engine start by the engine start control unit 401. In the inertia start, the second clutch CL2 is set in the slip control state, the control state of the motor generator MG is switched from the torque control to the rotation speed control, and then the speed ratio of the automatic transmission AT is set to Hi at the set constant speed. Shift toward the side. At this time, since the rotation speed of the drive wheel does not change so much, the output-side rotation speed of the second clutch CL2, that is, the input rotation speed to the automatic transmission, decreases according to the change in the gear ratio. Along with this, the target rotational speed of the motor generator also decreases, and this reduction causes an inertia torque. By transmitting this inertia torque to the engine E via the first clutch CL1, an assist torque for assisting the cranking torque is applied.

  Next, the operation of the engine start process for starting the inertia will be described. FIG. 10 is a time chart showing a state of engine start accompanying inertia start of the first embodiment. This time chart represents that the first clutch CL1 is released as an initial condition and the vehicle is traveling in the EV traveling mode with the engine stopped.

  At time t1, when the driver depresses the accelerator pedal and the driving point is changed from the EV driving mode region to the HEV driving mode region of the mode map shown in FIG. 4, the required driving torque becomes a value obtained by subtracting the cranking torque from the maximum motor torque. Since it is larger than the value obtained by adding the assist torque, the mode transitions to the HEV traveling mode. At this time, the second clutch CL2 is set to slip control, and the motor generator MG shifts to rotation speed control. Therefore, the rotation speed of the motor generator MG is higher than the output-side rotation speed (transmission input rotation speed) of the second clutch CL2. Slightly higher. The first clutch CL1 also starts to have a torque transmission capacity.

  At time t2, the engine speed starts increasing due to engine cranking. In the automatic transmission AT, an upshift at a constant speed is started. Here, if the transmission speed is kept constant, the actual gear ratio decreases with a downwardly convex curve. As a result, the inertia torque of motor generator MG can be used, and assist torque during engine cranking can be applied.

  When the engine speed reaches a predetermined speed at time t3, the engine reaches the first explosion timing. Thereafter, the engine speed increases with the motor generator speed. After the first engine explosion, the upshift is terminated, and the gear ratio is downshifted toward the gear ratio at the start of engine start as the engine speed increases. In addition, when performing an upshift and a downshift, the driver is not given a sense of incongruity by shifting gears synchronously so that the rotation speed of the drive wheels does not fluctuate.

When the speed ratio of the automatic transmission AT reaches the speed ratio at the start of engine start at time t4, the speed is changed according to a speed ratio map that determines the optimal speed ratio from the vehicle speed and the accelerator pedal opening thereafter. . When the engine E starts to rotate independently, it is determined that the engine has been started, and the second clutch CL2 is shifted from the slip control state to the fully engaged state.
When the second clutch CL2 is in a completely engaged state at time t5, a HEV traveling mode in which the vehicle travels using both the engine E and the motor generator MG is set.

As described above, in the hybrid vehicle of the first embodiment, the following effects can be obtained.
(1) An engine E, a motor generator MG (motor), an automatic transmission AT that achieves a desired gear ratio, and the engine E and the motor generator MG are provided between the engine E and the motor generator MG. The first clutch CL1 for connecting / disconnecting transmission of the driving force, the first clutch CL1 is released, the EV traveling mode (motor traveling mode) for traveling by the driving force of the motor generator MG, and the first clutch CL1 are engaged, In a hybrid vehicle control device having a HEV traveling mode (engine traveling mode) that travels by the driving force of E and the motor generator MG, when the transition to the HEV traveling mode is performed during traveling in the EV traveling mode, An engine start control unit 401 (engine start control unit) that engages one clutch CL1 and performs engine cranking by the driving torque of the motor generator MMG. And an inertia starter 402 (inertia starter) that upshifts the gear ratio of the automatic transmission AT during engine cranking by the engine start control unit 401.

  That is, the rotational speed of the motor generator MG can be reduced by upshifting the automatic transmission AT, and an inertia torque can be generated in this reduction process. By adding this inertia torque to the engine cranking torque that should be generated by the motor generator MG, it is possible to reduce the surplus motor torque (cranking torque) that should be secured during traveling in the EV traveling mode. In addition, fuel efficiency can be improved by expanding the EV driving mode area.

(2) Step S4 (calculating the assist torque obtained by the inertia starting unit 402 based on the requested drive torque calculating unit 100 (requested drive torque estimating means) for estimating the requested drive torque requested by the driver and the running state. Assist torque calculation means) and when the required drive torque is equal to or less than the value obtained by subtracting the torque required for engine cranking from the maximum motor torque of the motor generator MG, the step of selecting the motor travel mode S5 (motor running mode determination means).
That is, since it is determined whether or not the EV travel mode can be continued based on the assist torque obtained by the inertia start, the EV travel mode region can be expanded with high accuracy.

(3) Step S4 (assist torque calculation means) subtracts the oil pump friction torque that increases due to the upshift by the inertia starter 402.
Therefore, it is possible to calculate the assist torque with higher accuracy, and it is possible to accurately expand the EV travel mode region.

(4) The inertia starting unit 402 adds the assist torque to the value obtained by subtracting the engine cranking torque from the maximum motor torque when the current motor torque is equal to or greater than the value obtained by subtracting the engine cranking torque from the maximum motor torque. The automatic transmission AT is upshifted when engine cranking is performed when the required drive torque is equal to the maximum motor torque minus the engine cranking torque plus the assist torque. To do.
In other words, even in areas other than the normal EV driving mode area, the EV driving mode can be continued and the fuel consumption can be improved when the engine can be started by assist torque using inertia torque. Can do.

  (5) The automatic transmission AT is a belt-type continuously variable transmission, and the inertia starter 402 keeps the speed of shifting during an upshift constant. That is, since there is a correlation between the inertia torque and the shift speed, the assist torque can be stably generated by keeping the shift speed constant. Therefore, torque fluctuation during engine start can be suppressed.

The present invention has been described based on the first embodiment. However, the present invention is not limited to the above configuration, and may be applied to other configurations. For example, although the front wheel drive type hybrid vehicle has been described in the first embodiment, the present invention may be applied to a rear wheel drive type or a four wheel drive type hybrid vehicle.
In the first embodiment, an example in which a belt type continuously variable transmission is provided as an automatic transmission is shown. However, other types of continuously variable transmissions (toroidal type, etc.) and stepped automatic transmissions may be used. Can be applied similarly.
In the first embodiment, the second clutch CL2 is slip-controlled when the engine is started. Moreover, although the example which switches motor generator MG to rotation speed control was shown, you may make it upshift with torque control.

E engine
FW flywheel
CL1 1st clutch
MG motor generator
CL2 2nd clutch
AT automatic transmission
PS propeller shaft
DF differential
DSL left drive shaft
DSR right drive shaft
FL Left front wheel (drive wheel)
FR Right front wheel (drive wheel)
DESCRIPTION OF SYMBOLS 1 Engine controller 2 Motor controller 3 Inverter 4 Battery 5 1st clutch controller 6 1st clutch hydraulic unit 7 AT controller 8 2nd clutch hydraulic unit 9 Brake controller 10 Integrated controller 24 Brake hydraulic sensor
100 Target driving force calculator
200 Mode selection section
300 Target charge / discharge calculator
400 Operating point command section
500 Shift control unit

Claims (4)

An engine ,
And an automatic transmission to achieve the Nozomu Tokoro of the gear ratio,
A motor interposed between the engine and the automatic transmission;
A first clutch provided between the engine and the motor, for connecting and disconnecting transmission of driving force between the engine and the motor;
A second clutch that is provided between the motor and the driving wheel, and connects and disconnects transmission of driving force between the motor and the driving wheel;
A motor travel mode in which the first clutch is released and the motor is driven by the driving force;
An engine running mode in which the first clutch is engaged and the engine and the motor are driven by the driving force;
In a hybrid vehicle control device comprising:
An engine start control means for engaging the first clutch and performing engine cranking by the driving torque of the motor when performing transition to the engine travel mode during traveling in the motor travel mode;
Inertia starting means for upshifting the gear ratio of the automatic transmission during engine cranking by the engine starting control means;
Requested driving torque estimating means for estimating requested driving torque requested by the driver;
An assist torque calculating means for calculating an assist torque obtained by the inertia starting means based on a running state;
When the required drive torque is equal to or less than the value obtained by adding the assist torque to the torque obtained by subtracting the torque necessary for engine cranking from the maximum motor torque of the motor, motor travel mode determination means for selecting a motor travel mode;
A control apparatus for a hybrid vehicle, comprising: In the hybrid vehicle control device according to claim 1,
The control device for a hybrid vehicle, wherein the assist torque calculating means is means for subtracting an oil pump friction torque that increases due to an upshift by the inertia starting means . In the control apparatus of the hybrid vehicle according to claim 1 or 2,
The inertia starting means is a value obtained by adding the assist torque to a value obtained by subtracting the engine cranking torque from the maximum motor torque when the current motor torque is equal to or greater than the value obtained by subtracting the engine cranking torque from the maximum motor torque. The automatic transmission is upshifted when engine cranking is performed when the required driving torque becomes a value obtained by subtracting the engine cranking torque from the maximum motor torque and the assist torque is added. A hybrid vehicle control device. In the hybrid vehicle control device according to any one of claims 1 to 3 ,
The automatic transmission is a continuously variable transmission,
The control device for a hybrid vehicle, wherein the inertia starting means makes a shift speed during the upshift constant .

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